Concentric valve internal combustion engine



7 Sheets-Sheet l INVENIOR T. E. NEIR May 3, 1960 CONCENTRIC VALVE INTERNAL COMBUSTION ENGINE Original Filed Sept. 26, 1955 BY 83 M ATTORNEY May 3, 1960 T. E. NEIR CONCENTRIC VALVE INTERNAL COMBUSTION ENGINE Original Filed Sept. 26, 1955 7 Sheets-Sheet 2 INVENIOR THERON IE. NEIR ATTORNEY y 0 T. E. NEIR 2,935,055

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combustion chamber.

United States PatentO coNc Nrnrc VALVE INTERNAL COMBUSTION ENGINE Theron E. Neir, Dearhorn, Mich, assignorto General Motors (lorporation, Detroit, Mich, a corporation of Delaware Continuation of application Serial No. 536,;614, September 26, 1955. This application, July 3,1958, Serial No. 746,421

35 Claims. (Cl. 123 41.41)

The present invention relatesto a new; and improved internal combustion engineof the concentric valve type. The present engine is conventional to the extent that. it utilizes such components as pistons, poppet. valves, spark plugs and their normal accoutrements, however, the components have been improved and combined in such away increase in the power to weight ratio will be made with available materials. It is for the purpose of increasing this ratio, as well as reducing'engine size, complication and expense, that the present invention has been developed.

Essentially, the present engine includesa pair, of concentrically related inlet and exhaust valves mounted in the cylinder head above each cylinder. Frornthis point forward, however, the present engine represents a, series of improvements designed to achievethe general objects hereafter set, forth. I

Since the power an engine canproduce is proportional to the amount of air that can be packed into the combustion chamber, it is a primary object of this inyention to providea valve and air manifold arrangementjhrough which exceptionally largequantities of combustible, charge can be delivered per cycletothe combustion chamber.

In the present concentric valve engine itis only necessary to provide a, single valve opening or; seat in the cylinder head to accommodatethe valves, therefore, the valve seat or opening may-be of at least twice as large a diameter as is the case with an engine using sideby side valves. Thus, the first advantage inherent in the present engine is that an air inlet opening may be provided which, due to its increased area, will admit a considerably larger quantity of, air than is possiblewith a conventional type engine.

Further, it is proposed to provide an air inlet passage which, circumferentially communicates with the inlet valve in such a manner as to impart a tornado or-tangen tial swirl to the combustion charge beforeit entersjthe Additionally, a venturi means is provided in the inlet passage to. increase the velocity'of the charge, the velocity-ram effect of which, in combinavolumetric efficiency.

Another basic object of the present invention is the. provision of an air cooling system which uniquely cools thevalves and exhaust manifolding in a way to enable the use of less heat resistant, and consequently lighter and cheaper materials. The cooling system derives its circulatory momentum by communicating with the exhaust passage which educts the cooling air through and across the engine componentsto be cooled. In order to multiply'the eductive effect on the cooling system, as well as toprovidebetter scavenging of the combustion chamber, venturimeans is provided in the exhaust passage to incre se the exhaust gas velocity. In addition to more effective valvecooling', an advantage realized in utilizing the instant air cooling system is a considerable reduction in the size and weight of the cylinder head. This reduction is, possible mainly because fewer cored water passagesare necessary.

7 Additional objects will be apparent from a perusal of the structural and functional details set forth in thespeci: fication appended hereto.

In the, drawings;

Fig. lis a plan view of the engine particularly showing the intake and exhaust manifolds.

Big. 2 is an elevational view of the exhaust manifold side of the engine.

Fig. 3 is a cross-sectional view showing in elevation the overall arrangement of the engine components.

Fig. 4 is a plan cross-section through the cylinder head particularly showing the relationship between the air valves and inlet air passage.

Fig- 5 is an elevational cross-section showing the spark plug orientation with respect to the inlet valve and piston. Big. 6 .is a plan view indicating the spatial relationship between an, exhaust pipe and a spark plug recess.

F,ig. 7 is an enlarged view of the air valves particularly indicating the air cooling passages as well as the valve actuating collars.

Fig, 8 is a partially sectioned plan view of the valve actuating mechanism.

Fig. 9 is an. elevational view of the valve actuating mechanism.

Fig; 10 is a vertical cross-section through the intake andexhaust valve rocker arm shafts.

Fig. 11 shows a modified form of the valve actuating mechanism utilizing a four cam arrangement.

Fig. 12 represents a modification in which an oilfilter is added to the air cooling system. i

Fig. 13 shows a valve adjusting tool.

Fig. 14 represents a modified form of v valve collar utilizing a locking device.

General arrangement Referring to Fig. 3 of thedrawings the upper portion of an engine is. shown generally at 11 and includes a cylinder head 12 suitably connected through studs 13 to a cylinder block 14. Reciprocally disposed within the block 14 are pistons 16. The engine is of the overhead valve type and includes concentrically related intake and exhaust valves 17 and 18 disposed directly over piston 16. H Rockably mounted in head 12 are rocker arms 19 and 21 adapted respectively to actuate the intake and exhaust valves 17 and 18. A cam shaft 22 is operatively driven, in any convenient manner, by a crank shaft and in turn aetuates the rocker arms 19 and 21 through suitably provided cams.

The head of piston 16 is centrally depressed at 23 and cooperates with the superadjacent portion of the cylinder head 12 to provide a combustion chamber 24. The com- Intake manifold constituted of tortuous passageways inevitably having a low flow efiiciency due to the frequency and severity of the curves. It is apparent from Fig. 1 that the individual intake manifolds 29 provide gently curving air passageways between the carburetor and each of the cylinders. Since the power an engine can produce is proportional to the quantity of combustible charge delivered to the cylinders, the efficiency' with which the charge is delivered directly affects power output. Thus the present intake manifold construction results in an increased power output per cycle of the engine.

When the individual intake manifolds are combined in a single casting 31, the casting may be secured to the side of the head by studs 32 as shown in Fig. 3.

The cored intake passages 29 formed in the manifold register with the corresponding air intake passages 26 particularly as shown in Fig. 3.

Referring to the sectional view of Fig. 4, it will be observed that the intake passage 26 is in the general form of an involute. Accordingly, the charge is directed into the combustion chamber 24 with a tangential swirl. Such flow is obviously highly turbulent and results in a good mixture of fuel and air. q

The tangential or tornado swirl imparted to the charge has the added salutary effect of throwing the heavier, more diflicult to vaporize particles against the outer wall of the intake passage where they better mix with the air thus making a more homogeneous charge. The exposure of the charge to the warm passage wall eliminates the necessity of providing exhaust gas or other heat at the carburetor mounting portion of the intake manifold for fuel vaporization. Thus a considerable saving in cost in manifold manufacture is realized and the nuisance of vapor lock due to poor heat control in hot'weather is largely eliminated.

ing charge the cross section of the inner end of the intake passage 26 is reduced or constructed to provide an annular venturi 33. The venturi in addition to increasing turbulence by increasing charge velocity has a supercharging etfect through packing or ramming more air into the combustion chamber per cycle of the piston.

This self-supercharging aspect of the instant manifold and intake passages stands in rather stark contrast to the frequently pockety, erratic and inefiicient charge flow through a straight or radial flow port and small valve port area, infra, of a conventional engine.

Valves Essentially, the improvements in performance of the v present engine over more conventional piston type engines resides in the use of the nested or concentric type inlet and exhaust valves 17 and 18. The inlet valve 17 includes a cylindrical or tubular stem or trunk portion 36 having an annular valve head 37 formedat one end thereof. Valve 17 is reciprocally supported within a valve supporting passageway formed in the cylinder head 12. The valve supporting passageway extends completely through the cylinder head and terminates at the upper and lower faces thereof. The outer peripheral portion 35 of the upper face of the valve' seat, Fig. 7, is adapted to coact with and seat upon a superadjacent annular edge 38 formed in the cylinder head and to there- 4 with define an annular inlet port 39 for the combustion chamber 24.

A plurality of air holes 41 are provided in the inlet valve trunk 17 intermediate the ends thereof. The air holes are in constant registry with corresponding holes 42 formed in the exhaust valve as well as with an air chamber 43 formed in the cylinder head. The purpose of the air holes and further details thereof will be discussed, infra, in relation to valve cooling.

1 The upper end of the inlet valve trunk 36 is externally threaded to receive a collar 46.

A thin sleeve 47 is press-fitted within the intake valve trunk to provide a low friction bearing material within which the exhaust valve may reciprocate. The sleeve 47 is also provided with air holes in registry with the holes 41 in the intake valve. A plurality of holes 48 provided near the upper end of the valve trunk 36 are internally blocked oif by sleeve 47. The holes 48 are intended merely as recesses adapted to receive a spanner wrench, not shown, which is used to grip the valve for the adjustment thereof, infra.

Exhaust valve 18 includes a cylindrical or tubular trunk 51, a webbed valve supporting portion 52 and a valve head 53. The webbed portion 52 may be integral, welded or otherwise afiixed to the trunk 51 and includes an internally threaded support sleeve 54 which is centrally carried by the webs 56. The valve head 53 includes a stem 55 which is threadably mounted within the support sleeve 54.- While the exhaust valve head may be otherwise constructed, the present form is preferred for the purposes of assemblying the concentric valves which is most easily achieved by inserting the tubular exhaust trunk within the intake valve trunk and thereafter screwing the exhaust valve head into position in sleeve 54. When nested within the inlet valve, the exhaust valve head 53 peripherally seats upon the bottom inner edge of the inlet valve head 37.

The air holes 42, supra, are formed in the trunk 51 of the exhaust valve proximate the inlet valve air holes 41. It is to be noted that when both the inlet and exhaust valves are closed the corresponding air holes in the exhaust and inlet valves are slightly out of phase or registry. In other words, when the exhaust valve opens relative to the inlet valve the air holes move toward a more complete registry permitting a greater quantity of air to flow therethrough. Spanner wrench recesses 57 are also provided in trunk 51 for adjustment of the amount of ex- In order to further increase the velocity of the enter- 1 haust Valve W A Split Collar 53 is also thrfiadedll mounted near the upper end of the trunk.

Collars 46 and 58 are adapted to respectively receive one end of the valve actuating rocker arms 19 and 21. It is to be noted that as rocker arm 19 opens the inlet valve 17, the coaction between the valve heads 37 and 53 will cause the exhaust valve to move with but not relative to the inlet valve. 0n the other hand, actuation ofthe exhaust valve through rocker arm 21 obviously will not cause the inlet valve to open.

The internal wall of the exhaust valve portion 52 is tapered inwardly at its upper portion. Also, the upper end of support sleeve 54 is tapered externally in conformance with the taper of the aforementioned wall and coacts therewith to provide a venturi 61.

The inner edge of the inlet valve head 37 is similarly upwardly tapered to provide a venturi throat at 62 concentric with venturi 61 formed in'the exhaust valve. Each of the venturis 61 and 62, by increasing exhaust gas velocity, creates a significant eductive effect on the exhaust gases thus facilitating scavenging of the combustion chamber. The further utilization of this eductive effect in conjunction with the valve cooling system will. be discussed under the appropriate heading below.

In an engine employing side by side valves, it is necessary to provide two valve seats in the cylinder head "which immediately limits the diametral size to something in the natu e 9: One-half the size'that'ma'y be used in thepresent en ine hich equi e u sin l valve p ing. It1is obvious that such concentric valve arrange ment may therefore result in the use of an'intake valve which is one hundred percent oversize. By making both the inlet and exhaust valve heads oversized there results a better time area diagram otherwise manifested as a greatly improved volumetric efficiency. In other words, the larger the valve the larger the open area through which air may flow in a given time which represents an important consideration since, as already noted, the power an engine can produce is directly related to the air that can be packed into the cylinders. The larger intake opening also provides maximum benefit from the velocity-ram effect at theend of the intake period.

Concentric, valves also permit placing valve heads at the bottom surface of the cylinder head thus eliminating shrouding of the valve peripheries which is unavoidable with side-by-side poppet valves in the latest type of combustion chambers.

It is a well known expedient to rotate a valve relative to its seat in order to equalize wear and provide long valve life. To this end it is common to incorporate a valve rotating mechanism which in addition to increasing cost and weight is subject to malfunctioning. In the present device the high velocity tangential or tornado air influx acts on the relatively large (in contrast to a conventional valve stem) tubular valve surface to rotate the inlet valve relative to its seat. In the present construction it is possible that friction between the exhaust valve trunk 51 and the cylinder head valve supporting passage at 66 would create enough circumferential drag on the valve to permit relative rotation between the exhaust valve head 53 and its seat in the inlet valve. However, to insure such relative rotation of the exhaust valve relative to its seat, the ribs or webs 56 of the exhaust valve can be shaped with a slight longitudinal helix. Such helical webs would derive a very powerful rotativereaction effort from the high velocity exhaust gases and would thus insure a rotation of the exhaust valve.

Valve operating mechanism As a means for controlling valve actuation and timing, the exactness of which determines engine torque and power, the subject engine utilizes positive valve actuating mechanisms. By thus positively closing as well as opening the valve longer working and charging periods are enjoyed with a consequent increase in power output.

The valve actuating mechanism includes cam shaft 22, the inlet and exhaust rocker arms 19 and 21, as well as the collars '46 and 58. The rocker arms are pivotally mounted on fixed shafts 71 and 72 which are generally parallel to the cam shaft and the engine centerline.

Each. rocker arm includes a bifurcated arm 73 and 74 which engages within peripheral slots 76 and 77 in'the collars 46 and 58. The cam shaft end of each rocker arm also includes a furcate member 78 and 19 adapted to respectively positively engage with opener cam sets 81 and 82 through fork sets 83 and 84. Similarly closer cam sets 86 and 87 coact with the lower forks 88 and 89.

'More specifically, it' will be noted that there are two cams 81 and two followers 83 coacting to open the exhaust valve and a single cam 86 acting on a resilient fol.- lower 88 to close the valve. Also two earns 82 'and two followers 84 are utilized to open the inlet valve while two earns 87 coact with two resilient followers 39 to close the valve.

Consideration will be given at this point to the selection of the seven cam and follower arrangements described above.

At first thought, it would be logical to assume that a simple single eccentric cam could be used for each valve rocker arm to both open and close the valves. It has been observed, however, that such a device will not function properly in a forked type rocker arm. This is so because the eccentric cam cannot be positioned in such a manner '6 ha e ns ar y d spo e o lo a ms, on he, f ked; rockerwill maintaincontinuous contact with the eccentric surface throughout the cycle and provide the desired periods of valve open and close-time. A similar-difficulty exists in trying to use a single, special contour cam in place of the true eccentric. It follows then that it isnecessary to offset the two positions of the rocker arm fork and use one cam and fork half for opening the valve and a second cam and fork half for closing the valve. This results in a total of four cams and followers for the two valves, an opener cam and a follower, and a closer cam and a follower for each valve. This mechanism of four cams is apparently the simplest arrangement which will achieve the desired periods of open and close time of the valves in a four cycle engine. having fully positively actuated valves. This arrangement is shown in Fig. 11.

Returning to the preferred embodiment of Figs. Band 9 it will be seen that there are a total of sevenrather than four cams and followers. The reason for the added number of cams and followers is as follows. It is a well known fact in piston engine design that valve operating parts are highly stressed and that deflections occur in these parts which result in faulty valve motion and misalignment of the valve in its reciprocating motion. The four cam mechanism previously discussed, because the valve operating loads are not symmetrically disposed or balanced with respect to the valve centerline, would probably be subject to deflections in the rocker arms which would result in harmful cocking of the valves as they return-to their seats. Consequently, three additional cams, or a total of seven, are utilized to achieve perfect symmetryof the valve opening and closing loads thereby avoiding harmful twisting or cocking type deflections in. the rocker arms. Thus, as seen in Figs. 8 and 9, the opening and closing forks are symmetrically disposed with respect to the axis of valves.

The resilient members 91 on the valve closing rocker arm forks 88 and 89 are employed to exert the force necessary to hold the valves properly on their seats, Due to manufacturing tolerances, heat expansions, andother variables, it is impossible to rely on the closing cams to hold the valves on their seats with direct mechanical con-. tact at the followers, hence the safety or resilient members. The small space gap 92 between the valve close or follower member and its adjustable seat and spring retainer is closed when the valve closer cam is actually operating and the mechanism then functions as a solid unit;

Each member 91 includes a support sleeve. 96 formed on the outer extremity of followers or forks 88 and 89. Slidably mounted in the upper end of sleeve 96 is a cam contacting cap 97 and threadably secured inthe other end of the sleeve is an adjustable plug 98 and a locknut 140. A spring 99 is seated in plug 98 and biases cap 97 upwardly into engagement with the associated cam. It is apparent that the amount of gap 92 may be adjusted by threading plug 98 inwardly or outwardly with respect to sleeve 96 and in this way manufacturing tolerances and wear of the camshaft and rocker arms may be, compensated for in order to prevent excessive lash between the rocker arms and the camshaft.

Valve adjusting mechanism As described, supra, there is a threaded portion on the upper end of each valve body onto which is'screwed the two-piece collars 46 and 58, which as noted, have peripheral grooves 76 and 77 into which the ends of the rocker arms 73 and 74 respectively engage to translate the rotary motion of the cam members into a reciprocating motion at the valve. The adjusting devices on the intake and exhaust valves are identical, therefore, the description of one such device will suifice. Adjustment of the valve mechanism is necessary in order to compensatefor manufacturing tolerances and for wear of the parts. It will be noted in the valve opening andv closing mechanism that the valve opening positive acceleration loads are takenby the opener followers, but the valve opening negative acceleration loads are transferred to the so-called closer follower. The converse of this occurs in closing the valve. This transfer of loads from the opener followers to the closer followers, and vice versa, requires either a very precisely manufactured mechanism or an adjustment means whereby manufacturing tolerances and wear will not result in excessive lash and shock loads between the cams and follower when the accelerations change from positive to negative and back again in the cycle. The present adjusting mechanism has been designed in accordance with this latter alternative.

The outer edges of the shoulder or collar members 46 and 58 are serrated at 101 in such a manner as to provide a means for engagement by specially serrated wrenches 102 illustrated in Fig. 13. In adjusting the valves the two pieces 103 and 104 of a collar are separated from eachother by turning them in opposite directions with the serrated wrenches. After they are loosened, the valve can be adjusted by turning the serrated members while restraining the valve body from turning by the use of a spanner wrench engaging the spanner recesses 48 or '57. To obtain the desired adjustment, a shim or gage of specific thickness would be inserted between the valve opener cams and their respective followers such as to assure that there would be a space gap between the opener followers and their cams when the valve is seated. Once the valves are properly adjusted, the two collar pieces on each valve are tightened securely to each other. As shown in Fig. 14, the present device comprehends the use of any well-known type locking device for restraining the two collarpieces against relative movement once adjusted. Such a locking device could include a thin circular piece of metal 106 having a plurality of tabs 107 on its periphery which could be bent to engage slots in the collar members.

Valve cooling system A further reduction in the size and complication of the instant engine is realized by reducing the size and number of cored cooling passages from that normally required in a fully water cooled engine. To this end a unique air cooling system has been developed to control the temperature of the valve bodies. In this way a considerably smaller and lighter cylinder head construction is realized. Referring to Fig. 3 the arrows indicate the path of the cooling air which enters an opening 111 in the cylinder head from a passage 112 leading from any suitable air cleaner, not shown. The force impelling or drawing air through the cylinder head is created by the eduction action which results from the expulsion of the exhaust gases from the various combustion chambers. As already described in relation to the valves perse, the exhaust valve venturis 61 and 62 greatly increase the velocity with which the exhaust gases are expelled from each combustion chamber. Thus by communicating the exhaust manifolding with the cooling air inlet, through appropriate passages, the cooling air may be drawn over the valve surfaces to be cooled.

Cooling air is generally drawn down around the exterior of the valve bodies, passing over the rocker arms,

nular passage 117 to contact the valve heads 37 and 53.

This valve head cooling air is thereafter drawn upwardly and also cools the inner wall of the exhaust valve before entering the exhaust manifold.

An exhaust pipe 118 projects within the exhaust valve terminatingslightly abovethe exhaust valve head supporting member 52. Pipe 118 is radially spaced from the exhaust valve so as to define therewith an annular air cooling passage 119. A manifold-retaining cap 121 and the upper end ofthe exhaust valve are spaced to form an annular chamber 122 connecting with annular passage 119'and a cooling air passage 123 formed in the upper wall of the cylinder head. Thus, air is drawn from passage 123 to annular chamber 122 whence it proceeds through passage 119 to cool the inner wall of the exhaust valve.

The cooling air will thus be seen to contact a substantial portion of both the inside and the outside valve surfaces by virtue of the various paths which the cooling air is made to follow and resulting in considerably reduced valve and manifold operating temperatures.

As has been noted, when the exhaust valve is closed air holes 41 and 42 are not in full registry reflecting the need for less cooling air at such time. However, with the exhaust valve open, the air holes 42 move downwardly into more complete registry with the inlet valve air holes 41 permitting the maximum amount of cooling air to be drawn through the system.

There are other reasons, now to be considered, which account for what may appear at first to be the rather devious path followed by the cooling air in the instant engine. In most engines there is the problem of controlling the lubricating oil in the region of the valves to prevent leakage therethrough by way of avoiding the carbonizing of the valve. This problem is particularly acute in the instant engine because of the proximity of the cam shaft to the tubular valves. To control the oil in the instant engine, the rocker arms are closely fitted into the cylinder head at the top and ends and to each other. This close clearance will prevent any direct splash-through of oil from the cam shaft to the valve compartment. There will, however, be a certain amount of oil which will tend to creep along the valve end of the rocker arms. This oil would find its way to the valve bodies, run down the clearance space between them and the cylinder head, and result in overlubrication of the valves and loss of oil. To prevent this, the rocker arms, on the valve side, have been designed with catch basins 126 and protrusions 127, Fig. 8, which will restrain the oil from creeping along the arm and will cause it to be thrown oi the arm before it reaches the valves. The stream of cooling air, referring again to the arrows, on its way to the exhaust valve eduction venturis will blow this oil through the passage 113 under the inlet valve rocker arm, back into the cam shaft compartment, and down along the cam shaft cover plate 114 attached to the cvlinder block. Here, as the air suddenly reverses its direction, the oil, by itsown inertia, will continue on downwardly into the lower region of the engine. Itis intended that the system be designed to permit just enough oil to creep to the valve collar members to properly lubricate the arm and collar surfaces and the upper end of the exhaust valve, and further that just enough oil will be pulled up to the plurality of holes in the valve bodies to properly lubricate the rubbing surfaces in this region.

If it is found that an excessive amount of oil is pulled through'the valve body cooling holes, a suitable filter 128 shown in Fig. 12 can be placed in the air flow path 1mmediately before the air re-enters the cylinder head cored passage 116, so that the excessive suspended oil particles will be filtered out and drained back to the crank case.

A further object of directing the air over the collared portions of the valves is to obtain maximum cooling effect from the quantity used and to eliminatethe risk of thermal shock to the hotter regions of the valve. Thus the cold entering air serves to cool the mildly hot upper and middle regions of the valve and then proceeds, by

its round-about path, to-thehotter lower-regions where it completes the valve cooling without risk ofthermal shock to the parts contacted.

The present exhaust valve manifold network, supra, as combined with the air cooling arrangement constitutes a continuously open valve cooling system. In other words a partial vacuum is maintained in the exhaust manifold at all times, thus cooling air is being continuously drawn through and over the valve stem surfaces, as described above, even though a particular exhaust valve is momentarily closed. The continuous flow of cooling air past the exhaust venturi 62 makes possible the uninterrupted inertia flow of an exhaust gas or air column through the exhaust passage 27 thus avoiding the inefficient alternate stopping and starting of the column at each opening and closing of the exhaust valve as occurs in a conventional engine. In this way, the moment the exhaust valve cracks open the air column being continuously drawn through the exhaust passage begins a powerful extraction of the exhaust gases from the combustion chamber resulting in highly eflicient combustion chamber scavenging.

The instant engine also utilizes a liquid cooling'system for cooling those parts of the engine not adequately cooled by the air system. Accordingly, cored liquid coolant passages such as 131 and 132 are formed in the cylinder head and are supplied with liquid to facilitate the more complete cooling of the combustion chamber area.

The jet-induced air cooling of valves and air shielding of the new and original passage for exhaust gas greatly reduces requirements for standard cooling equipment on the engine, i.e., smaller cooling fan, smaller quantity of coolant on liquid cooled engines, as well as simpler finning and less air circulation on air cooled engines. Further, the'high velocity exhaust gas and jetinduction of cooling air permits the used acheap, thinwalled, fabricated exhaust manifolding in contrast to the expensive, heavy and bulky cast manifolds used on most engines. This cheap, thin-walled exhaust manifolding incorporates individual, highly efiicient, smooth turn branches from each cylinder of multi-cylinder engines to common union with a largemain exhaust manifold 129 to provide continuous jet-induction of fresh air to the valve cooling passage of each cylinder at all times.

Exhaust manifold An important reason for the high efficiency of the present engine resides in the ability to utilize an exhaust manifold having a high flow. efficiency. As particularly seen in Fig. 3 the straight-up exhaust passage 27 combined with a smoothly curving exhaust manifold 28 appreciably reduces the frictional flow losses encountered in the conventional tightly curvedexhaust passage. The manifol'clingas described makes possible theuse of more 'efiicient and cheaper devices for the conversion of exhaust gas velocity energy into usefulwork-moreeflicient because of higher gas velocity and cheaper because of lower operating temperatures.

The new type exhaust manifold also permits the design, for heavy duty operation, of 'a' simple and cheap turbo-evacuator device for supplementing the jet-induction of air through the valve cooling system, or the design of turbo-driven superchargers for supercharging the engine or for cooling engine components, 'or the design of turbo-driven devices for compounding the power of the engine.

Combustion chamber The cylinder head 12 overlies the cylinder periphery sufficiently to enable the former to coact with the piston 16 to define a full circumference squish area 136. The tornado swirl of the incoming charge, as already noted, provides a completely homogeneous mixture of fuel and air which with the large squish area combine to yield better detonation control at high compression ratios.

The concentric valves centrally located within the surrounding squish area provide maximum benefit from 1G valve-timing overlap in clearingthe chamber of burned gas resulting in less dilution of the charge and'a lower mixture temperature.

A recess 137 is provided in the cylinder head which is bored at the inner end to receive a spark plug 138. The squish area around the spark plug is specially shaped at 139 to fire a flame trigger into the turbulent charge. Particularly in the present compact combustion chamber, the extremely turbulent charge coupled with the squished trigger flame propagation provides a very fast and yet smooth burning of the charge at extra high compression ratios.

The compact combustion chamber with the concomitantly smaller heat loss resulting from the diminutionin size promotes greater work recovery per explosion, higher thermal efficiency and accordingly greater fuel economy.

The tangential port and concentric valve arrangement provides maximum benefit from the blast cleaning of the combustion chamber and valves of carbon deposits without removing the cylinder head from the engine. Also, the concentric valve arrangement placing the valve heads at the bottom of the cylinder head makes possible the grinding of the valves without removing the valves from the cylinder head.

While the present has been disclosed as including specific types of components and arrangements of components it is apparent that many structural and orientation modifications with respect to the components are comprehended within the scope of the invention.

What is claimed is:

1. An internal combustion engine including in combination a cylinder head having upper and lower faces, a cylinder block, a piston reciprocably mounted in said block, a pair of concentrically disposed tubular-stemmed valves reciprocably mounted in said head directly above said piston, theaxis of said valves being substantially parallel to the axis of said piston, and a concentric exhaust passage defined by the interior of said valves and terminating adjacent the upper and lowerfaces of said head.

2.An internal combustion engine including in combination a cylinder head having upper and lower faces, a cylinder block, a piston reciprocably mounted in said block, a pair of concentrically disposedtubular-stemmed valves reciprocably mounted in said head directly above said piston, the axis of said valves being substantially parallel to the axis of said piston, and a concentric exhaust passage defined by the interior of said valves and terminating adjacent the upper and lower faces of said head, each of said valves including a head portion substantially planar with the lower face of said cylinder head.

3. An internal, combustion engine including in combination a cylinder head having upper and lower walls, a cylinder block, a piston reciprocably mounted in said block, a pair of concentrically disposed tubular-stemmed valves reciprocably mounted in said head directly above said piston, the axis of said .valves'being substantiallyparallel to the axis of said piston, and an exhaust passage defined by the interior of said valves and terminating adjacent the upper and lower walls of said head, the outer valve seating in the lower wall of said head, the head including a portion intermediate the upper and'lower walls for supporting the outer valve, the lower portion of the inner valve being reciprocally supported within the outer valve, the upper portion of the inner valve extending substantially beyond the outer valve and directly supported for reciprocation by the upper wall of the cylinder head.

4. An internal combustion engine including in combination a cylinder head having upper and lower faces, a cylinder block, a piston reciprocably mounted in said block, a pair of concentrically disposed tubular valves reciprocably mounted in said head, the axis of said valves being substantially parallel to the axis of said piston, an exhaust passage defined by the interior of said valves and terminating adjacent the upper and lower faces of said head, and rocker means mounted in said head interme- 11 diate the upper and lower faces thereof and operatively connected to the valves to cause the reciprocation thereof.

5. An internal combustion engine including in combination a cylinder' head having upper and lower faces, a cylinder block, a piston reciprocablymounted in said block, a pair of concentrically disposed tubular valves reciprocably mounted in said head directly above said piston, the axis of said valves being substantially parallel to the axis of said piston, and an exhaust passage defined by the interior of said valves and terminating adjacent the upper and lower faces of said head.

6. An internal combustion engine including in combination a cylinder head having upper and lower faces, a valve supporting passage extending through said head and terminating at the upper and lower faces of said head, a first valve reciprocally mounted in said passage, a second valve reciprocally mounted within said first valve, an exhaust passage concentrically disposed within said valves and substantially coextensive with the valve supporting passage, an inlet passage communicating with at least one of said valves and obliquely disposed to said exhaust passage, and means mounted in said head for reciprocating said valves within the valve supporting passage.

7. An internal combustion engine including in combination a cylinder head having upper and lower faces, a valve supporting passage extending through said head and terminating at the upper and lower faces of said head, an intake valve reciprocally mounted in said passage, an exhaust valve reciprocally mounted within said intake valve, a concentric exhaust passage disposed entirely within said valves and substantially coextensive with the valve supporting passage, an inlet passage communieating with said inlet valve and obliquely disposed to said exhaust passage, and means mounted in said head for reciprocating said valves.

8. A nested valve mechanism for internal combustion engine which includes a first valve member comprising a tubular stem and an annular valve head formed at one end thereof, and a second valve member having a tubula-r stem reciprocally mounted within the stem of said first valve, a valve head supported in spaced relation to the stem of said second valve to permit air to flow around said second valve head and through the tubular valve stem of said second valve, said first valve head providing a valve seat for said second valve head.

9. A nested valve mechanism for internal combustion engine which includes a first valve member comprising a tubular stem and an annular valve head formed at one end thereof, a wear sleeve secured with the tubular valve stem and a second valve member having a tubular stem mounted within the stem of said first valve in reciprocal engagement with said sleeve, a valve head supported in spaced relation to the stem of said second valve to permit air to flow around said second valve head and through the tubular valve stem of said second valve, said first valve head providing a valve seat for said second valve head.

10. A nested valve mechanism for internal combustion engine which includes a first valve member comprising a tubular stem and an annular valve head formed at one end thereof, and a second valve member having a tubular stem reciprocally mounted within the stem of said first valve, a valve head supported in spaced relation to the stem of said second valve to permit air to flowaround said second valve head and through the tubular valve stem of said second valve, said first valve head providing a valve seat for said second valve head, the respective diameters of the second valve stem and head being larger than the diameterof the opening in said valve seat, said second stern and head being respectively disposed on axially opposite sides of said valve seat.

11. A nested valve mechanism for an internal combustion engine as defined in claim in which said second valve head is removably connected to the second valve stem.

12. A n'ested valve mechanism for internalcombus tion engine which includes a first valve member comprising a tubular stem and an annular valve head formed at one end thereof, and a second valve member having a tubular stern reciprocally mounted within the stem of said first valve, a plurality of webs extending radially inwardly from one end of the stem of said second valve, an axially extending support sleeve centrally fixed to said webs and a valve head supported upon said sleeve in spaced relation to the stem of said second valve to permit air to flow around said second valve head and through the tubular valve stem of said second valve, said first valve head providing a valve seat for said second valve head.

13. A nested valve mechanism for an internal combustion engine as described in claim 11 in which said second valve head includes a stern adapted to threadably engage said support sleeve whereby said latter valve head is removably associated with the second valve stem.

14. A nested valve mechanism for internal combustion engine which includes a first valve member comprising a tubular stem and an annular valve head formed at one end thereof, and a second valve member having a tubular stem reciprocally mounted within the stern of said first valve, said second valve stem including a first cylindrical section, a second internally web-bed cylindrical section, and a sleeve centrally supported by said webs, and a valve head mounted in said sleeve in spaced relation to the stem of said second valve to permit air to flow around said second valve head and through the tubular valve stem of said second 'valve, said first valve head providing a valve seat for said second valve head.

15. A nested valve mechanism as defined in claim 14 in which said second cylindrical stern section and said sleeve are tapered to provide a venturi passage within said second tubular stem.

16. A nested valve mechanism as defined in claim 15 inwhich said valve seat is formed to provide a second venturi passage in series with said second stem venturi passage.

17. An internal combustion engine including in combination a cylinder head having a valve supporting passage extending therethrough and terminating at the upper and lower walls of said head, a first valve member having a tubular stem and an annular head formed at one end thereof, said valve being reciprocally mounted in said passage, the annular valve head being adapted to seat in the lower wall of said cylinder head, a second valve member having a tubular stem reciprocally mounted within thestem of said first valve, said second valve including a head adapted to seat upon said annular head, means for actuating said valves, a tubular sleeve supported by the upper wall of said head and extending concentrically within the stem of said second valve, said sleeve beingradially spaced from the adjacent stem and defining therewith an annular cylindrical passage, means supplying air to said passage to cool the associated valve stem, an exhaust passage defined by the inner walls of said valve stems and said sleeve, said annular passage communicating with said exhaust passage, and an air inlet passage communicating with said first valve.

18. An internal combustion engine as defined in claim 17 in which said air supplying means includes, an air chamber formed by the upper end of said second tubular stem and the upper cylinder head wall, a source of air and a passage in the upper wall communicating the source of air with the air chamber.

19. An internal combustion engine including in combination a cylinder head having a valve supporting passage extending therethrough and terminating at the upper and lower walls of said head, a first valve member having a tubular stem and an annular head formed at one end thereof, said valve being reciprocally mounted in said passage, the annular valve head being adapted to seat in the lower wall of said cylinder head, a second valve memr 13 berhaving'a tubular stem reciprocally mounted within the stem of said first valve, said second valve including a head adapted to seat upon the bottom face of said annular head, said valve heads being substantially coplanar with the lower wall of said cylinder head, means for actuating said valves, a tubular sleeve supported by the upper wall of said head and extending concentrically within the stem of said second valve, said sleeve being radially spaced from the adjacent stem and defining therewith an annular passage, means providing air for said passage to cool the associated valve stem, an exhaust passage defined by the inner walls of said valve stems and said sleeve, said annular passage communicating with said exhaust passage and an air inlet passage communicating with said first valve.

20. An internal combustion engine as defined in claim 19 in which said valve actuating means includes a pair of spaced parallel shafts disposed between the upper and lower'walls of said cylinder head, a first'rocker arm connected at one. end to said first valve stem, a second rocker arm connected at one end to said second valve stem, and a cam shaft adapted to' actuate said rocker arms.

21. An internal combustion engine as defined in claim 20 which includes means connected intermediate each rocker arm and valve stem for adjusting the stroke of each valve.

22. A cylinder head assembly for an internal combustionengine comprising a pair of nested intake and exhaust valves reciprocably disposed in said head and terminatingproximate the upper and lower walls of said head, an exhaust passage concentrically disposed within said valves, and an inlet passage obliquely disposed to said exhaust passage, said inlet passage being tangentially disposed with respect to said valves.

23. A cylinder head assembly for an internal combustion engine comprising a pair of nested intake and exhaust valves reciprocably disposed in said head and terminating proximate the upper and lower walls of said head, an exhaust passage concentrically disposed within said valves, and an inlet passage obliquely disposed to said exhaust passage, said inlet passage including a portion circumferentially disposed with respect to said valves, the circumferential portion of said passage being of an involute form.

24. A cylinder head assembly for an internal combustion engine comprising a pair of nested intake and exhaust valves reciprocably disposed in said head and terminating proximate the upper and lower walls of said head, an exhaust passage concentrically disposed within said valves, and an inlet passage obliquely disposed to said exhaust passage, said inlet passage including a portion circumferentially disposed with respect to said valves, the circumferential portion of said passage being formed as a venturi.

25. An internal combustion engine including in combination a cylinder head, a pair of concentric intake and exhaust valves reciprocally mounted within said cylinder head, said valves including head and hollow stern portions, the inner Walls of said valve stems conjointly defining an exhaust passage, and venturi means in said exhaust passage to increase exhaust gas velocity.

26. An internal combustion engine including in combination a cylinder head, an intake valve reciprocably mounted within said cylinder head, an exhaust valve reciprocably mounted within said intake valve, said valves including head and hollow stem portions, the intake valve head providing a seat for the exhaust valve head, the inner walls of said valve stems conjointly defining an exhaust passage, and venturi means formed within the hollow stem of said exhaust valve proximate the head thereof to increase the exhaust gas velocity.

27. An internal combustion engine including in com bination a cylinder head, an intake valve reciprocably mounted within said cylinder head, an exhaust valve reseems ciprocablymounted within said'intake valve; saidvalves including head and hollow stem portions, the intake valve head providing a seat for the exhaust valve head, the inner walls of said valve stems conjointly defining an exhaust passage, the hollow stem of the exhaust valve comprising a first cylindrical portion and a second cylindrical portion secured thereto, said second portion having a plurality'of radial ribs adapted to centrally support a hollow sleeve, said exhaust valve head being mounted in said sleeve in radially and axially spaced relation with the second cylindrical portion of said exhaust valve stem.

28; An internal combustion engine as described in claim 27in which the second cylindrical portion of said exhaust valve stem has venturi means formed therewithin to increase the velocity of the exhaust gases flowing therethrough.

29. An internal combustion engine as defined in claim 27 in which said radial ribs are helical in form whereby exhaust gas passing through the valve will rotate the valve relative to its seat.

30; An eduction air cooling system for an internal combustion engine comprising a cylinder head, a valve supporting passage formed in said head, a cylinder block, an exhaust pipe extending upwardly from said passage, said pipe communicating with an exhaust manifold common to a plurality of such pipes, a cooling air inlet in said head, a continuous air passage network extending through said head and block, said air passage network communicating at one end with said air inlet and at the other end with said exhaust pipe whereby cooling air is continuously educted through said network, concentrically related tubular intake and exhaust valves reciprocally mounted within said valve supporting passage, a set of registering air holes formed in each of the tubular stem of each valve, said air holes being interposed in said network to permit cooling air to be drawn over the heated valve surfaces.

31. An internal combustion engine air cooling system including in combination a cylinder head having a valve supporting passage opening into the upper and lower faces thereof, a pair of nested tubular air valves reciprocally supported in said passage, an exhaust pipe supported from the upper face of said head in communication with said passage, said pipe including a depending portion extending within said valve passage and defining with the inner valve a cylindrical air space, a cooling air inlet chamber formed in said head, first air passage means in said head connecting said inlet chamber with the upper end of said air space, the inner walls of said tubular valve stems and the depending manifold portion conjointly defining an exhaust passage, the lower end of the cylindrical air space communicating with the exhaust passage, venturi means formed in said exhaust passage for increasing the velocity of exhaust gas flow, each tubular valve stem being perforated to provide a set of air passageways, said sets of passageways being in variable registry with each other, a second air passage in said head leading from the air inlet chamber and adapted to direct air over the exterior surfaces of said valves, said second passage communicating with a third air passage formed in said block and said head, said third passage communicating with said valve passageways whereby cooling air is directed against the inner surfaces of said valves.

32. An eduction air cooling system for internal combustion engine including in combination a cylinder head, a valve supporting passage formed in said head and terminating at the upper and lower faces of the head, a pair of concentrically disposed tubular stemmed air valves reciprocally supported Within said passage, an exhaust pipe supported from the upper face of said head and including a depending portion disposed within the inner most valve and radially spaced therefrom, said exhaust pipe communicating with an exhaust manifold common to a plurality of such pipes, said depending pipe portion and said valves conjointly defining an exhaust passage, 3.

set of air passageways formed in the tubular stem of each valve, a cooling air intake opening, an air passage network communicating at one end with said inlet opening and at the other end with said exhaust passage whereby air is continuously educted through said network, said air passageways being interposed in said network to cause air to flow through an annular space between said tubular valves as well as through a similar space between said inner valve and the depending portion of said pipe.

33. An internal. combustion engine air cooling system comprising a cylinder head, a pair of concentrically disposed tubular stemmed intake and exhaust valves and.

means for cooling the internal and external surfaces of said valves, said means including means for supplying cooling air to said head, first passage means communicating with said air supply means for directing air over the inner surface of one and the outer surface of the other of said valves, a plurality of radial air passageways formed in the stems of said valves, the passageways of one valve being adapted to register with the corresponding passageways of the other valve, second passage means leading from said air supply means and communicating with said valve passageways to direct air over the inner surfaces of said valves, said first passage means and the radial valve passageways being in communication with said exhaust passage whereby air is educted through said cooling system.

34. An internal combustion engine air cooling system as defined in claim 33 in which said exhaust passage includes venturi means for increasing the eductive action in the system.

An internal combustion engine air cooling system comprising a cylinder head, a pair of concentrically disposed tubular stemmed intake and exhaust valves, and means for cooling the internal and external surfaces of said valves, said means including means for supplying cooling air to said head, first passage means communicating with said air supply means for directing air over the inner surface of one and the outer surface of the other of said valves, a plurality of radial air passageways formed in the stems of said valves, the passageways of one valve being adapted to register with the corresponding passageways of the other valve, second passage means leading from said air supply means and communicating with said valve passageways to direct air over the inner surfaces of said valves, said first passage means and the radial valve passageways being in communication with said exhaustpassage whereby air is educted through said cooling system, rocker arms operatively connected to the valves to reciprocate the latter in said cylinder head, and means for lubricating said rocker arms and valve stems, said rocker arms being interposed in said second passage means so that the cooling air carries excess lubricant away from said rocker arms and valve stems.

References Cited in the file of this patent UNITED STATES PATENTS 1,191,150 Brown July 18, 1916 1,913,063 Zahodiakin June 6, 1933 1,950,911 Zahodiakin Mar. 13, 1934 2,213,202 Buchi Sept. 3, 1940 

